A journalist who was aboard the plane and survived wrote a book about it. Not so many details about the cause of the crash itself, but really interesting anecdotes about his and other passengers' experiences, the rescue efforts, and the aftermath. Definitely worth a read, if you find these videos interesting. The book is called "Wake Up It's A Crash!" by Earl Moorhouse.
I've been in two potentially life ending situations involving a group of people (however, no one was even seriously hurt) and the reactions and lack of reactions were eye opening to say the least. It was like trying to function in some sort of Twilight Zone world. I'll have to acquire this book.
@@snakeoo7ca People have no clue how to react in an emergent situation. They will mostly stand around to be subject to whatever disaster will inundate them or they will scream nonsense or try to force others to make poor choices because they think they know what they are doing. You will have to make decisions about how to survive the impending disaster while trying to navigate the human cluster. You will be on your own. Good luck with that.
I was Lufthansa staff in Johannesburg waiting for this aircraft (LH540) to arrive that day. I will never forget it. It’s still engraved in my memory. It still stirs up those feelings of shock and horror.
You would have been dealing with my family - waiting to see if we had survived. They were initially told that everyone had died, and then the fact that there were survivors started to emerge.
In many industries where it's critical to get things right you must either point at or touch the indicator you are checking. Watch a video of Japanese train engineers from their cab and watch them point to every signal they pass and every control they check.
@@cgirl111 I've also seen the tab method. For each check, there is a numbered card. All of the cards a stacked in a pile. Each one that gets done, it's put back in its slot from where it came. If there is an empty slot at take off, that check hasn't been done.
I saw a report on a crash once. Crash right after take off, like this one. Everybody died. When the investigators played the voice recorder, they clearly heard hail hitting the plane during the checklist. They heard the captain request the dicing truck. They heard the first officer say " wing deicers" and the captain say " off" and the first officer say "off". Neither of them realized what they had just said and they clearly knew the weather was bad enough for the deicers to be on. Crash was caused by ice on the wings.
@@cgirl111 Yep, from what I've heard those guys have very few, if any accidents. I've actually adopted this method for whenever I'm dealing with machinery or firearms.
These big birds that fly us from A to B and Z are great, they are an overwhelming scientific achievement for mankind, but incidents like these bring home the reality of how quickly small mistakes can turn absolutely disastrous. Once again, an absolute beauty of a video my friend. You never cease to amaze one... May all birds fly safely and may no one suffer the tragic loss of life in air
Pin this please! So this very flight my Aunt Sue was on it as a flight attendant :) when the plane crashed, she lost consciousness for a bit and soon after she gained consciousness, all the passengers had actually disappeared because they had fallen into the cargo hold because the floor broke, my Aunt Sue was stuck in her flight attendant seat and somebody ran into the plane and saved her, my Aunt is still alive to this day and she continued as a flight attendant even after this crash :)
@@rastachicagomataderos Finnair has 1068 pilots as of april 2022. Out of 1068 total pilots around half Are captains out of 534 captains 20% are female. So Finnair has 106 Female captains.
It's amazing how crucial a role physics plays into how a plane moves in the air. Someone in the cockpit forgot one seemingly small step in the checklist, which is supposed to help manipulate the plane itself in the air, that the entire thing went down.
The ONLY reason a plane can fly is 100% due to physics!!! Crucial role? Like Yeah!!! I'm just surprised you are surprised! What do you think is at play with flying if not for physics?
"Its amazing how crucial a role physics plays on how a plane moves in the air." Yup, you can say that again!!! As in without a through understanding of physics a plane would NOT be able to fly at all!
It was almost 50 years ago, but still Boeing should have designed the system in a way that the lack of slats would have triggered a no take off configuration Master Warning.
It would have been also nice if a correct pre-flight takeoff checklist had been done. It’s easy to judge with hindsight but you also have to remember that was one of the newest most technologically designed aircraft of the time and it was still cable and pulley flight controls. Sequential checklists are required, provided and are supposed to be read, checked with a verbally verified condition response.
I come here for the basics, the crash and an understanding of the causes. But honestly, the latter doesn’t really happen all the time because this channel goes into details, naming components and shortly explaining what they do, making it even more complicated with all the words associated with how materials and components work. I feel it’s stretched out when it could be a bit shorter. It’s like TFC things everyone will understand it fully of much better by going into very detailed technical issues and matters. I tend to skip those parts or stop the video altogether as I’m seriously not interested in these pretty extreme technical explanations. It’s like he names a component of a component, part of a larger system, that has many different components that have backups a, b and c. But those fail and then bout x *technical term not made easier with a short graphic* into tube Y which usually should do this and that but now the bout gets stuck so it causes *insert problem with a difficult term*. And when this happens the fanblade brakes off and the plane crashed. And the only thing I would take away from that is “ah the fanblade broke off. Now I get it.” I am very a-technical which makes these causes explained very hard to get. I know others do get it and like the extended explanations. But luckily there are more channels where the creator explains it in a way even I understand so guess I can always go there if I have no clue from this channel’s more detailed technical approach. That said, I enjoy and admire the recreations of the accidents. Very professional!
I've always had an issue with performance, lower/power setting take offs. Applying the bare minimum power for take off in an effort to save fuel sounds great on paper, but having full or near full power set at takeoff can give pilots a safety buffer against this sort of thing happening.
Never knew bleed air could be used for aircraft configuration. Always thought flaps and gear were electrically controlled hydraulically actuated, or electric/electric.
yea that's interesting.... makes me wonder if it is just misdescribed? Like maybe the air needed to be bled first and then that slats would extend? Dunno.. just wild guessing here cuz I too have never known of air pressure being used for such a thing intentionally when fluid is used for everything else and is much more powerful.
767 uses hydraulic motors with electric motors as a backup on both flaps and slats , not sure about the 747 as I’ve never worked on one . But the 767 has an air driven pump for center hydraulic system in conjunction with two electric hydraulic pumps to push more volume for gear / flap / slats , maybe they meant the switch for running the ADPs on the 747 which has multiple ones . But even a 767’s slats will go down with the electric hydraulic pumps but at a slower rate than with air driven pump kicking in to help . I’ll have to read up on 747 slats system .
@@DonKelleyMusic bleed air is the primary power source for the various subsystems on most airliners (the Dreamliner is an exception). Hot pressurized air from the turbines is "bled" off the engine and powers a few hydraulic pumps, electric generators, and even a few systems directly. The cabin pressurization and conditioning gear, a variety of pneumatic and hydraulic devices (depending on plane model), seat-back entertainment centers, and all manner of other power needs eventually can trace back to bleed air. When you're sitting on the ground after boarding, the APU (normally in the tail) is running and providing this bleed air to power the onboard systems, and at those times, you don't need to power the slat system, so the 747's flight engineer panel was a true maze of switches and dials controlling (among many other things) where the bleed air came from and went to. When you're parked, and want the air conditioner to run well, you may disable some systems you don't want to steal power. Once you start up the engines, you have more bleed air to draw from, and can shut down the APU and turn on the various other accessories you didn't need while boarding. In this case, he forgot to move one of the many switches on his panel to enable flow to the slat system. The lines up to the valve(s) were pressurized, but with that switch in the off position, no fluid could flow and the slats remained in the flight/parked position, despite the flap/slat setting on the pilot's center floor console being at the "10 percent" setting. Obviously there should have been more safety logic in that panel to warn them of an unsafe setting like this... it's sad you have to crash one to force them to implement such an update.
I still travelled that same route in 1981 & 2. That is Lufthansa, on the Frankfurt, Nairobi, Johannesburg route. Quite something. On the northward trip, shortly before reaching Nairobi, one sees out the window the tall mountain peak, Mount Kenya. At Nairobi, it was already 30 C at 7 am. Shortly after taking off, one sees out the window the tall mountain peak, Mount Kilimanjaro, with its white top.
From the beginning, it looked like yet another case of the flaps and slats being forgotten. Interesting that the forgotten slats alone will cause the same accident. There are some remarkable black and white photographs of this crash on a flight website that I can't remember. The crash site was well photographed since it was the first major crash of a 747.
As mentioned in the video, this accident lead to warning systems implemented that would alert the flight crew to similar configuration errors. I remember hearing about this accident and remembering this was the first time something like this was done and wondering why these fail safe mechanisms weren't implemented before.
@@Jim-mn7yq How many times have we seen that fail? There should never be a single point of failure and having just the checklist isn't enough, in my opinion, when so many lives are in consideration.
@@frankfarago2825 No pilot in the world would attempt a take-off knowing that the configuration was incorrect. The idea that the cockpit crew ignored the 9 amber warning lights is ludicrous. These pilots, in my view, were put into an impossible situation due to the incorrect positioning of a valve and the lack of a robust enough warning system. It would be nice if you withdrew your insulting casual comment..
I've only flown as a passenger. I've always longed for a good "math brain" but it was not to be....But these videos are fascinating and I really get a lot from the comments. I truly admire those involved in the workings of flight at whatever level they contribute. Knowing you are responsible for so many lives is an enormous responsibility. Kudos to all.
This is why a visual inspection of the aircraft's configuration is so important. Could not the captain, or first officer simply looked out the windows to verify the configuration of the wings before taxi? I know you can see at least the outer leading edges of the wings from the flight deck.
Bro their workload is so high during climb out & dealing with sudden stick shaker stall warning, no time (or point) for a visual inspection - even IF cockpit crew could see that from their vantage point. RIP to those lost, in Jesus name !
@@psalm2forliberty577 Your ‘Jesus’ for which there is zero proof of his existence let 59 people die. Btw, read the book of Thomas where Jesus murdered 2 kids and a teacher. Jesus also constantly dishonored his father Joseph by fighting with him. All those were capital offenses according to ‘god’s laws’ so Jesus should have been stoned to death. Do you realize how offensive it is to throw your fake Jesus into this discussion since many who died weren’t Christian? Keep your sick religion to yourself.
I've flown the 747-100, and even the wingtips are not visible from the flight deck. The only indication one would have for the slats actually being extended is the green light.
9:45 I think there should have been a reason ( four) as to why the crew sated that the leading edge indicator was green. This being they responded out of habit to the checklist without looking and did not even realise that they did not look. I fly a Boeing and have had the very same thing happen regarding a the response to the “Flaps” item on the Before Take Off Checklist. In my case the responding crew member said “ five, five, green light” pointing as he said it to the flap handle, trailing edge flap indicator and the slat indicator light. In actuality no flap had been selected. I was acting as co pilot to a senior captain and caught the error. It was in the wee hours of the morning conducting a recovery flight after a diversion. We were operating into extended duty time. To this day I feel ashamed that I did not insist we return to the gate as we were not in a fit state to fly due to fatigue.
As a private pilot/commercial student, i really appreciate these videos. Sometimes it is a bit scary to think what we are exposed to but its also really nice to learn from others' mistakes. RIP to all souls who were lost in plane crashes 🪦❤️ Thanks again for the excellent and consistent content!
This is the first time I have ever heard of a commercial pilot working as part of the cabin crew and kudos to him for all his efforts and that of the other flight crew members in trying so hard to save lives.
I know when I'm on a plane and it's getting bumpy, I feel much better when I see the slats deploy. Almost doubles the effective surface area of the wings. Makes a huge difference.
Thank you for this well-done reconstruction, and the definitions and explanations were very much appreciated as I don't understand flight jargon. Excellent work!
What a nightmare for the pilots when something goes wrong during takeoff, and they can't land the aircraft safely after the plane has entered the V1 speed on the runway! I can only imagine what the passengers were going through during take-off. Horrible crash! R.I.P to those who died in this crash.
The video stated that slats are for increasing angle of attack before stall. That is partly true but not the main purpose. The main purpose for the high lift system (flaps and slats) is to reduce the speed it takes to generate lift for the particular phase of flight that requires it (takeoff and landing). Then it gets out of the way during climb, cruise, and descent for fuel efficiency and maximize speed. If you didn’t have it, runways would be much longer and wheel/brake systems would have to be more robust which adds weight and maintenance costs. Or aircraft could not carry as much cargo/people.
Ex DLH Engineer, there was a litle bit diferent acc. your report, the diference, when the plane left position in NBO Nairobi Airport the crew executed the takeoff list and set flaps acordingly during the beginning of the taxi procedure. Because of the field elevation, the airplane start to moved fastern and to avoid the high ground speed, captain decided not tonuse brakes, instead, Crew prefered the use of the reversers to decrease taxispeed. That was the reason, for retracting Leanding Slats/Flaps. When the crew return reverser in Forward Thrust, the take of list was allready done and Flight engineer did not open bleed valves. After they aplícate take off thrust no Take off warning syst sound only the 2 green lights should indícales the ríght T/O configuration. Al 4 Bleed Valves where allraedy closed. The Human factor the light indication sistem and the design error to integrate Leading Slat /flapes in the Take off Warning sistem and an earthwall after some 500 meters from the runwayend contribute to that terrible accident.
TFC you made my day! I have been waiting for this video as I was an 11 years old boy when this accident happend. Thanks and greetings from Germany. Rest in peace D-ABYB „Hessen“, pax and crew.
Sorry guys but we cannot trust German companies for flights they are cursed too many problems and accidents i always avoid them not against you but it's not reassuring.
Fantastic video. Must have been horrifying for the crew and passengers. So avoidable!!! Just a little note to say that you’ve incorrectly put Flight “530” in the ending remembrance instead of flight 540.
I love your videos! Please, never change the "zombie walk" of the passengers! That somehow adds to the sense of dread and foreboding for what's about to happen!
I remember this accident - it was only three years into my aviation career. Given Nairobi's altitude (over 5000 ft / 1650 metres) there should (imho) have been a visual confirmation that the leading edge slats were deployed.
Hey TheFlightChannel! Great video, I think you should make a video about Lufthansa Flight 181, the story is very interesting and I would think others will as well!
Wow! That was exciting! Imagine the NOISE if you were on the ground, and the shadow of that gigantic 747 as it passed just a few feet above your tower block!
title: Deadly Configuration me: Let me guess. It was the flaps or slats, wasn't it? video (near the end): Leading slat valves weren't open. me: Called it.
Hard to believe anyone survived that crash! During takeoff planes have tons of fuel!!!! Remembering American Airlines Flight 191/ DC-10 crash at O'Hare May 25, 1979! Everyone on board were killed and a number of people on the ground too!
@@donnabaardsen5372 yes, quite right! I live in Chicago and remember that crash vividly as I was shuttling crews to and from the airport, while in college then! The AA flight lost an entire engine off its wing during take off and rolled on its side and crashed that way, breaking apart, and on fire before it ever came to a stop! In a mobile home park! A bit different from a belly landing on a grass plain. While every life is precious, only 40 people died with Lufthansa. And I say ONLY!!! because so many more could have perished!!! With the AA flight 256 or so died. Everyone on board plus a few more in the mobile home park it plowed into.
Just crazy that there was no apparent indication in the cabin. I don't buy anyone was lying in the cabin,I just don't. I think the engineer must have set the proper control and the air (pneumatic) simply did'nt get to the part but that there was a light that said it was o.k. There is another situation about the front slats that was not mentioned. I don't know if this is possible but here it is. If the front slots deploy but do not lock in place,if the feed air in the lines fails to produce a satisfactory lock,as the jet runs down the runway and then lifts off ,those front slats will be pushed back into their cruise flight position by the very strong air pressure on the front of the wing and the wing will revert to a unflyable configuration. Worse yet,the loose unlocked front flaps will act as moving air spoilers killing the lift in the rest of the wing. Maybe Boeing did'nt want to admit they had a lock issue or air feed issue in the design of the front flaps and fixed it on later jets. Also,any air actuation system depends on consistent levels of high air pressure in the feed lines to work. That's a very interesting front flap system,a Kruger type flap. GREAT Channel,you folks always do very classy workups on just awful events so maybe later others will not have to go through what these people did. Please keep up the great work.
i really didn’t understand what the slat things and ground drag mean, but i got the gist of what happened. considering this had occurred twice before, shows something was wrong somewhere. glad they fixed it. thanks. excellently explained and animated.
We need 'the button' at some point, though it might have been too late for this flight. 'The button' would trigger the aircraft's AI system, which would be computing the precise perfect configuration of the aircraft every second, to takeover. Pilots would be reticent to use it as it might well ground them, but it would save lives, especially in IFR conditions.
*Thomas C. Scott was a commercial pilot who was working as part of the cabin crew during this flight and saved a number of souls before the fuselage exploded, it sounds almost like he was working for more than one airline, what was the airline he worked for as an actual flying commercial pilot?* Anyone?
I’ve never understood why, when the airplane is teetering on a stall and falling out of the sky, they don’t say screw the calculations and grab a fistful of throttles and push forward. Why hit the ground with only partial power? At that point I figure there’d be little to lose. Running engines at less that max output is understandably beneficial to their longevity, but I think grinding them against the ground is orders of magnitude worse for them in that regard.
Yes you’d think if the captain had firewalled those throttles at the first signs of an approaching stall they may have been able to fly out of ground effect. I guess we’ll never know.
Yeah that's my big question, the plane was only around 50% of its max weight, why couldn't they just give it the grunt? Simple Flight physics you would think...
This report doesn't indicate if power was adjusted to max thrust - - but it's unlikely even max thrust after takeoff would've accelerated the aircraft quickly enough to get above stall speed to fly out of it. Even on the ground, without any of the drag caused by higher angle of attack (which comes at liftoff), the aircraft does not accelerate that quickly. They probably would've needed at least 40 more knots of airspeed to get to the "no slats" flying speed. It's a pretty high threshold to achieve.
Pushing the throttle all the way up causes the nose of the plane to rise. In an aerodynamic stall a nose up attitude will cause a further lose of lift and cause the plane to fall faster. This is why in the video it stated that the pilot pushed the nose DOWN when the stick shaker warning activated. Pushing the throttle all the way up is perfectly fine if the plane is at least a few thousand feet in the air because the loss of altitude won't really matter that high up and the plane will still be recoverable.
rly nice vid mate, i especially like u putting a whole lot of effort in remaking and editing real life situations with flight sims and ur information is very accurate too, TYSM.
oh, i am very sorry for that, i am habitually quite lazy, so i often tend to use text abbreviations, thank you for letting me know though, I'll use formal words to comment on videos like this next time.
My grandfather, my father, and I used to love Boeing, even after the 737 MAX quality issues. But the reality is that outdated user interfaces and single-point catastrophic failure modes have been part of their design philosophy for years.
@@j777barbasiewicz I had no idea the flawed 737 rudder power control unit, the flawed 757 flight management computer, or the 747 flawed cargo door were designed by Dennis Muilenburg. That guy must be the devil itself!
@@johannesbols57 don't try to defend them. A human-machine interface must be designed to detect, prevent, point out and offer solutions to operator errors. That's no rocket science, is basic Industrial Design.
@@rhr-p7w Plenty of aircraft have been brought down by automation that malfunctioned, or confused the pilots with faulty information. Also, crews develop a lack of 'look and see' habits, while trusting machines to see to details.
Sad ending of this accident. I suggest simulator training on mistakes by crew members and corrective procedures to avoid a fatal crash. Alarm must sound on triangle shaped yellow warning light too. Crews must have a rest period and no more than 8 hours of continuous flight per work day. Thanks for the video.
Don't you think the engineers did their best to build the best they could? You can not plan for every single possible screw up imaginable. No matter how hard you try, or how long the list of safety features, someone will find a new way to defeat your design. When buying sod perhaps it should come with instructions to plant the green side up! But no such instructions are ever provided! Do you really think EVERYONE gets it right!??? I seriously doubt it! And I bet Home Depot refunds sod purchases that fail to grow, due to 'operator error' or improper installation!
Lower power was also instituted to cut back on noise going over residential districts. I always thought that was nuts. Many airports are now at a distance from cities
I had to find out if Thomas Scott survived after the plane blew up. Did some digging and he did survive and saved many passengers before the explosion. Also read that after the plane crashed some people in a village close by came over and stole personal items from the dead. Security finally showed up and secured the area.
Some points of technical correction on this very good and otherwise accurate depiction of the first fatal crash of a Boeing 747 aircraft in Nairobi in 1974. I work with the consulting engineers in Nairobi who designed and supervised the construction, first of Nairobi Embakasi Airport in 1958, and then the newer JKIA facility opened in 1978 on the opposite side of the expanded runway complex. I was one of the first passengers to use the then new International Arrival/Departure terminal in June 1978 while construction was still in its final stages. Here are the two technical inaccuracies I noticed in the video: Kenya Airways was established in January 1977 following the breakup of the East African Community and the subsequent disbanding of the jointly owned East African Airways. Thus, the logo on the Lufthansa aircraft access gangways and airport tow tugs should have been that of East African Airways and not Kenya Airways as shown. Kenya Airways did not exist at the time of the 1974 crash. Also, some Kenya Airways aircraft are shown on the apron during the Lufthansa takeoff run - should have been EAA aircraft. Similarly, all the airport infrastructure (terminals, aprons, control tower, etc.) shown are those of the JKIA facility which did not exist in 1974. Additionally most aircraft takeoffs are from runway 06 due to the direction of the prevailing winds on the Athi Plains where the airport is located. Yet, given the choice by ATC the pilot chose to take off using runway 24(!)
How do you live with yourself knowing that you are DIRECTLY responsible for the error that killed 59 people? You are a highly trained, well paid professional that failed miserably to do the very thing you are on board to do. This is the most irritating of reasons...pure and simple human error that should NEVER have happened.
All humans make mistakes. Most mistakes do not lead to fatalities, but in this case it did. I am sure that the flight engineer did not intend to make the mistake because beyond morality, he was on the flight and his life could have ended. However, upon making a mistake, the only thing that you can do is to learn from the mistake to make it less likely to occur in the future. As for how he lived with himself, what was the alternative? Should he have committed suicide? If he killed himself, what would that have solved? It would just have been one more needless death.
@@Eternal_Tech well do you suppose that's why only the most talented in our society should attempt to become these trusted cabin crew members????? I certainly don't want the guy who is dropping the can goods stocking them at my local Kroger store to be calling the shots. WE SHOULD EXPECT MORE FROM HIGHLY TRAINED PROFESSIONALS.
@@jaimhaas5170 This flight engineer did his job for decades probably without incident. Therefore, this proves that he was highly knowledgeable, competent, and talented. However, even "highly trained professionals" can make mistakes, due to fatigue, distraction, illness (even something as minor as the common cold), worry, or a myriad of other emotional reasons. Expecting humans, or even machines, to have a 100% success rate 100% of the time is probably not realistic. If you could examine this flight engineer's entire career to determine all of the things that he did right versus all of the things that he did wrong, he would probably have an approximate 99.99% success rate.
Fun fact: the push cars and ramps would have read East African Airlines back in '74. Kenya Airways was founded in' 77 after the dissolution of east African.
Should the airport layout have been Embakazi rather than Jomo Kenyatta? I don't know - I was there quite frequently during the 60s but not since 1972. I recall seeing, sometime in the 60s, some ruts in the Nairobi game park that were (allegedly) caused by a 707 doing a 'bounce and blow' short of the runway.
Fuck, once in 1997 , I took off from that old Jomo Kenyatta Nairobi airrport with a tire removed from our C-5. We couldnt retract the gear so we flew out nonstandard configuration to Diego Garcia. We ended up circumnavigating the globe on that mission.
Wow I loved that one. Great Job! OK so this was the first crash of the 747 thanks for letting us know Its amazing that so many 747 were lost over the years. However the A380 A350 and my favorite plane the 787 are all still intact I believe
Well sorry but my favorite plane is the AN-225 But since it got destroyed you know I like the AN-125 now. Because it looks like the Mrya.But for Boeing Aircraft it's the 747 All variant but 8 because 8 is to modern. But I do like the 787 so I do agree.
Does anyone else think those ‘push vehicles’ look like race cars? I keep expecting them to push the planes back, then start trying to race the plane at takeoff! 😁
Something I don't understand is the potential hazard of having humans attach the push back vehicles to the aircraft, then walk to the front of the aircraft and signal that they're done. They're supposed to wear high viz vests but I've seen them walking around LAX without them. It just seems crazy that somebody hasn't been run over due to not being seen, esp. from the flight deck of a 747.
They might have had a prayer at a near-sea-level airport. But Nairobi is over 5000 feet high (1600+ meters) so they needed every bit of lift they could get. I'm a bit amazed they only used 10 degrees of flap.
Long written version of this incident says the F/E has to power up the pneumatic system to extend the slats before the slat lever is pulled. and then put it back into neutral after they are extended, so his panel looked normal at takeoff. The warning lights reflect the position of the slat lever, period. No slats had happened a few times before at Lufthansa, but Nairobi is a high altitude airport and here it couldn't stagger into the air despite no slats. Boeing fixed this so it couldn't repeat. Pan Am lost a 747 at Cairo September 1970. Hijackers blew it up after letting passengers off the plane.
I hadn't flown the -100 series, but on the -200 and -300 series I've never heard of nor seen a separate "slat lever" - the slats are deployed in conjunction with the Flaps lever.
@@miaflyer2376 The review I read of the incident fumed that the initial official cause was NOT merely the pilots forgetting to extend the slats. This review stressed the F/E's involvement and the fact that the pilots adjusted the slat lever (which was, as you say, the flap lever) to the takeoff position. I can't find this review now, but isn't there also a separate indicator telling the pilots the degree of flap extension? And they would assume the slats were extended looking at this flap display? And Boeing later added instrumentation showing actual position of the slats? Early -200s would follow the -100s. This review I read only went so far with details and the non-pilot reader has to assume the rest.
I just found this channel and I truly love it!! This is why I'm so deathly afraid to fly. I was just old enough to understand during 9/11 and have only flown once on a plane. Never again.
40 years ago I discovered my fear of flying - never again would I fly!!! - 36 flightless years later and having worked a couple of years assisting servicing mechs at KLM I had no choice but to fasten my seat belt and venture into the big blue again ... I loved it!!! Check out Mentour Pilot on here. A real life 737 pilot who takes the time to explain things, you'll soon come to realise flying is a lot safer than you think
Thanks, great informative video, as always. Sad ending, human error, but better engineering may have helped. Well done the Pilot working as cabin crew.
@@donnabaardsen5372 True, but he and others do similar videos and you don't see this on every sim creation...it is odd. I remember one video where one of the ground crew working on push back was walking to go into the tug and he had an actual LIMP as he walked!
This was the 1970's! As in 20 years after the first commercial jet planes started to fly! It takes a while! And for that matter look at the recent MAX 800. How did that ever occur, at this point??? This incident occured (nearly) 50 years ago!!!
![I.N "HALLUCINATION" | [Stray Kids : SKZ-PLAYER]](http://i.ytimg.com/vi/n5B5q1Hwt_U/mqdefault.jpg)
![Felix "Unfair" | [Stray Kids : SKZ-PLAYER]](http://i.ytimg.com/vi/Oswujxm2Ag0/mqdefault.jpg)
A journalist who was aboard the plane and survived wrote a book about it. Not so many details about the cause of the crash itself, but really interesting anecdotes about his and other passengers' experiences, the rescue efforts, and the aftermath. Definitely worth a read, if you find these videos interesting. The book is called "Wake Up It's A Crash!" by Earl Moorhouse.
I've been in two potentially life ending situations involving a group of people (however, no one was even seriously hurt) and the reactions and lack of reactions were eye opening to say the least. It was like trying to function in some sort of Twilight Zone world. I'll have to acquire this book.
Thank you so much for these informations ! 😉👍
Thanks ! That sounds interesting, I'd love to read it !
@@K9River what do you mean
@@snakeoo7ca People have no clue how to react in an emergent situation. They will mostly stand around to be subject to whatever disaster will inundate them or they will scream nonsense or try to force others to make poor choices because they think they know what they are doing. You will have to make decisions about how to survive the impending disaster while trying to navigate the human cluster. You will be on your own. Good luck with that.
I was Lufthansa staff in Johannesburg waiting for this aircraft (LH540) to arrive that day.
I will never forget it.
It’s still engraved in my memory.
It still stirs up those feelings of shock and horror.
You would have been dealing with my family - waiting to see if we had survived. They were initially told that everyone had died, and then the fact that there were survivors started to emerge.
So did any/all your family members survive, or did they all perish?
Mr. Krack was my neighbor in the 90s. He died around 20 years ago. His wife died a few years ago, she was almost 100 years old.
Fourth possible explanation for the crash: expectation bias. You’re used to seeing a green slats light, so you miss the yellow slats light.
In many industries where it's critical to get things right you must either point at or touch the indicator you are checking. Watch a video of Japanese train engineers from their cab and watch them point to every signal they pass and every control they check.
Yes I wondered the same.
@@cgirl111 I've also seen the tab method. For each check, there is a numbered card. All of the cards a stacked in a pile. Each one that gets done, it's put back in its slot from where it came. If there is an empty slot at take off, that check hasn't been done.
I saw a report on a crash once.
Crash right after take off, like this one. Everybody died.
When the investigators played the voice recorder, they clearly heard hail hitting the plane during the checklist. They heard the captain request the dicing truck. They heard the first officer say " wing deicers" and the captain say " off" and the first officer say "off". Neither of them realized what they had just said and they clearly knew the weather was bad enough for the deicers to be on.
Crash was caused by ice on the wings.
@@cgirl111 Yep, from what I've heard those guys have very few, if any accidents. I've actually adopted this method for whenever I'm dealing with machinery or firearms.
I found this so interesting! My Son is a Pilot for Delta and I pray for him, the crew and passengers every time I know he’s in the air✈️🙏🏻
Prayers for you son. God bless you all
Hes alot safer on the sky than on the ground
@@udin23 no lol. this is like saying ur safer in a car than in ur house
@@kaylahsvx huh?
@Harrison Ashley what type of engines? Rolls Royce, Pratt & Whitney, GE?
These big birds that fly us from A to B and Z are great, they are an overwhelming scientific achievement for mankind, but incidents like these bring home the reality of how quickly small mistakes can turn absolutely disastrous.
Once again, an absolute beauty of a video my friend. You never cease to amaze one...
May all birds fly safely and may no one suffer the tragic loss of life in air
Pin this please!
So this very flight my Aunt Sue was on it as a flight attendant :) when the plane crashed, she lost consciousness for a bit and soon after she gained consciousness, all the passengers had actually disappeared because they had fallen into the cargo hold because the floor broke, my Aunt Sue was stuck in her flight attendant seat and somebody ran into the plane and saved her, my Aunt is still alive to this day and she continued as a flight attendant even after this crash :)
Wow! Your Aunt is one amazing woman! Glad she survived! Not sure I would have been able to continue that flying job!
@Gideon October gotta ask my Grandma cause Sue is her sister
@@ElectricGalaxy you dont know your aunts name? wth 😂
@@KingdomArtz lmaooo
@@KingdomArtz I’ve never met her…
As a Cabin Crew, it's the first time I hear a pilot working in the cabin. Quite unusual. Props to him for saving lives, and thanks for the video..
Is there any female capt?
@@rastachicagomataderos There are female airline captains in Europe but not too many.
@@flyingbarbarian1 ratio?
@@rastachicagomataderos Finnair has 1068 pilots as of april 2022. Out of 1068 total pilots around half Are captains out of 534 captains 20% are female. So Finnair has 106 Female captains.
@@rastachicagomataderos So around 20% of airline captains in Europe are female on scale to around 1000.
It's amazing how crucial a role physics plays into how a plane moves in the air. Someone in the cockpit forgot one seemingly small step in the checklist, which is supposed to help manipulate the plane itself in the air, that the entire thing went down.
It's all physics 😉
The ONLY reason a plane can fly is 100% due to physics!!!
Crucial role? Like Yeah!!!
I'm just surprised you are surprised! What do you think is at play with flying if not for physics?
@@paulortiz2035 Actually, all existence as far as we understand it is physics, so no need to berate others for the way they express themselves.
Newton's law of gravity at work.
"Its amazing how crucial a role physics plays on how a plane moves in the air."
Yup, you can say that again!!!
As in without a through understanding of physics a plane would NOT be able to fly at all!
It was almost 50 years ago, but still Boeing should have designed the system in a way that the lack of slats would have triggered a no take off configuration Master Warning.
Agreed. Who designs a system that is supposed to warn about A and B to only trigger if !A and !B instead of warning if !A or !B.
It would have been also nice if a correct pre-flight takeoff checklist had been done. It’s easy to judge with hindsight but you also have to remember that was one of the newest most technologically designed aircraft of the time and it was still cable and pulley flight controls. Sequential checklists are required, provided and are supposed to be read, checked with a verbally verified condition response.
or designed the flaps so that, if the slats weren't deployed the wings could start flapping.
Blaming Boeing. How original. What about placing the blame squarely where it belongs: the flight engineer who didn't do the job he was trained for.
@@johannesbols57 exactly, he was provided a checklist that he did not follow
I really appreciate the hard work put into the creation of videos, to look so real. One of the biggest reason behind the growth of this channel. 👍
Who DOESN’T agree? Make this the most liked comment!!
@@miggis TOSH!
I come here for the basics, the crash and an understanding of the causes. But honestly, the latter doesn’t really happen all the time because this channel goes into details, naming components and shortly explaining what they do, making it even more complicated with all the words associated with how materials and components work. I feel it’s stretched out when it could be a bit shorter. It’s like TFC things everyone will understand it fully of much better by going into very detailed technical issues and matters. I tend to skip those parts or stop the video altogether as I’m seriously not interested in these pretty extreme technical explanations. It’s like he names a component of a component, part of a larger system, that has many different components that have backups a, b and c. But those fail and then bout x *technical term not made easier with a short graphic* into tube Y which usually should do this and that but now the bout gets stuck so it causes *insert problem with a difficult term*. And when this happens the fanblade brakes off and the plane crashed.
And the only thing I would take away from that is “ah the fanblade broke off. Now I get it.”
I am very a-technical which makes these causes explained very hard to get. I know others do get it and like the extended explanations.
But luckily there are more channels where the creator explains it in a way even I understand so guess I can always go there if I have no clue from this channel’s more detailed technical approach.
That said, I enjoy and admire the recreations of the accidents. Very professional!
@@fluffy-fluffy5996 yeah I find myself skipping around a bunch
I fully agree and commend you for providing us with these valuable videos. Thank you.
I've always had an issue with performance, lower/power setting take offs. Applying the bare minimum power for take off in an effort to save fuel sounds great on paper, but having full or near full power set at takeoff can give pilots a safety buffer against this sort of thing happening.
Absolutly...money...money
I have more of an issue with a highly paid , highly trained flight engineer FAILING to do the most basic part of his job!
$$$$$$$$$$$$$$! You just flunked out of airline upper management school.
@@jaimhaas5170 Sorry but no relation with what s reed said...
@@jaimhaas5170 ...Aviation is a business of men and machines. Men make mistakes. Machines break. And men make the machines.
Never knew bleed air could be used for aircraft configuration. Always thought flaps and gear were electrically controlled hydraulically actuated, or electric/electric.
My sisters bleed air valve works just fine. Clear an entire room in seconds.
yea that's interesting.... makes me wonder if it is just misdescribed? Like maybe the air needed to be bled first and then that slats would extend? Dunno.. just wild guessing here cuz I too have never known of air pressure being used for such a thing intentionally when fluid is used for everything else and is much more powerful.
767 uses hydraulic motors with electric motors as a backup on both flaps and slats , not sure about the 747 as I’ve never worked on one . But the 767 has an air driven pump for center hydraulic system in conjunction with two electric hydraulic pumps to push more volume for gear / flap / slats , maybe they meant the switch for running the ADPs on the 747 which has multiple ones . But even a 767’s slats will go down with the electric hydraulic pumps but at a slower rate than with air driven pump kicking in to help . I’ll have to read up on 747 slats system .
@@DonKelleyMusic bleed air is the primary power source for the various subsystems on most airliners (the Dreamliner is an exception). Hot pressurized air from the turbines is "bled" off the engine and powers a few hydraulic pumps, electric generators, and even a few systems directly. The cabin pressurization and conditioning gear, a variety of pneumatic and hydraulic devices (depending on plane model), seat-back entertainment centers, and all manner of other power needs eventually can trace back to bleed air.
When you're sitting on the ground after boarding, the APU (normally in the tail) is running and providing this bleed air to power the onboard systems, and at those times, you don't need to power the slat system, so the 747's flight engineer panel was a true maze of switches and dials controlling (among many other things) where the bleed air came from and went to. When you're parked, and want the air conditioner to run well, you may disable some systems you don't want to steal power.
Once you start up the engines, you have more bleed air to draw from, and can shut down the APU and turn on the various other accessories you didn't need while boarding.
In this case, he forgot to move one of the many switches on his panel to enable flow to the slat system. The lines up to the valve(s) were pressurized, but with that switch in the off position, no fluid could flow and the slats remained in the flight/parked position, despite the flap/slat setting on the pilot's center floor console being at the "10 percent" setting.
Obviously there should have been more safety logic in that panel to warn them of an unsafe setting like this... it's sad you have to crash one to force them to implement such an update.
bleed air is also used to heat the airplane
I remember this, school friend of mine his father was booked on this flight, but missed it by a few minutes. Watched the take off and crash.
Lucky 🍀
Can't read and look.
Lucky man !!
Wow that reminds me of the opening scene of the film Final Destination. Film is rubbish but the opening scene is epic and memorable
That's right out of a movie...too weird
Man this is some sad stuff. Rest in peace to the victims of this unfortunate accident.
And extremely scary too. Everyone knew they were going down.
I still travelled that same route in 1981 & 2. That is Lufthansa, on the Frankfurt, Nairobi, Johannesburg route. Quite something.
On the northward trip, shortly before reaching Nairobi, one sees out the window the tall mountain peak, Mount Kenya. At Nairobi, it was already 30 C at 7 am. Shortly after taking off, one sees out the window the tall mountain peak, Mount Kilimanjaro, with its white top.
✈✈
The fact that one error can create a whole disaster...
I’ve read of times where failing to unlock the gist lock has resulted in crashes.
Usually it’s a string of compounding small issues.
Such a basic pre-flight setting. How can anyone that caused this (F.E.) live with himself knowing he killed 59 for a simple oversight on his part?
Gust lock .. ffs 🤦♂️
you are a genius
From the beginning, it looked like yet another case of the flaps and slats being forgotten. Interesting that the forgotten slats alone will cause the same accident. There are some remarkable black and white photographs of this crash on a flight website that I can't remember. The crash site was well photographed since it was the first major crash of a 747.
As mentioned in the video, this accident lead to warning systems implemented that would alert the flight crew to similar configuration errors. I remember hearing about this accident and remembering this was the first time something like this was done and wondering why these fail safe mechanisms weren't implemented before.
@@BillGreenAZ I guess that was because the aircraft's American manufacturer did not really expect the Three Stooges themselvesto be manning the plane.
@@BillGreenAZ The fail-safe mechanism is supposed to be the checklist.
@@Jim-mn7yq How many times have we seen that fail? There should never be a single point of failure and having just the checklist isn't enough, in my opinion, when so many lives are in consideration.
@@frankfarago2825 No pilot in the world would attempt a take-off knowing that the configuration was incorrect. The idea that the cockpit crew ignored the 9 amber warning lights is ludicrous.
These pilots, in my view, were put into an impossible situation due to the incorrect positioning of a valve and the lack of a robust enough warning system.
It would be nice if you withdrew your insulting casual comment..
The work of the people who create these videos is remarkable. Thank you all.
I've only flown as a passenger. I've always longed for a good "math brain" but it was not to be....But these videos are fascinating and I really get a lot from the comments. I truly admire those involved in the workings of flight at whatever level they contribute. Knowing you are responsible for so many lives is an enormous responsibility. Kudos to all.
This is why a visual inspection of the aircraft's configuration is so important. Could not the captain, or first officer simply looked out the windows to verify the configuration of the wings before taxi? I know you can see at least the outer leading edges of the wings from the flight deck.
Almost impossible to see wings out of cockpit windows
At the distance you are from the wings probably not. Also all windows should be shut and locked before pushback
Bro their workload is so high during climb out & dealing with sudden stick shaker stall warning, no time (or point) for a visual inspection - even IF cockpit crew could see that from their vantage point.
RIP to those lost, in Jesus name !
@@psalm2forliberty577 Your ‘Jesus’ for which there is zero proof of his existence let 59 people die. Btw, read the book of Thomas where Jesus murdered 2 kids and a teacher. Jesus also constantly dishonored his father Joseph by fighting with him. All those were capital offenses according to ‘god’s laws’ so Jesus should have been stoned to death.
Do you realize how offensive it is to throw your fake Jesus into this discussion since many who died weren’t Christian? Keep your sick religion to yourself.
I've flown the 747-100, and even the wingtips are not visible from the flight deck. The only indication one would have for the slats actually being extended is the green light.
9:45 I think there should have been a reason ( four) as to why the crew sated that the leading edge indicator was green. This being they responded out of habit to the checklist without looking and did not even realise that they did not look.
I fly a Boeing and have had the very same thing happen regarding a the response to the “Flaps” item on the Before Take Off Checklist. In my case the responding crew member said “ five, five, green light” pointing as he said it to the flap handle, trailing edge flap indicator and the slat indicator light. In actuality no flap had been selected.
I was acting as co pilot to a senior captain and caught the error. It was in the wee hours of the morning conducting a recovery flight after a diversion. We were operating into extended duty time. To this day I feel ashamed that I did not insist we return to the gate as we were not in a fit state to fly due to fatigue.
Thank you for the honesty. I could say the same in several of my jobs where I was doing long haul delivery. Peoples lives are at stake.
Agree, "responding out of habit" is essentially the same as sleep walking.
As a private pilot/commercial student, i really appreciate these videos. Sometimes it is a bit scary to think what we are exposed to but its also really nice to learn from others' mistakes.
RIP to all souls who were lost in plane crashes 🪦❤️
Thanks again for the excellent and consistent content!
This is the first time I have ever heard of a commercial pilot working as part of the cabin crew and kudos to him for all his efforts and that of the other flight crew members in trying so hard to save lives.
Sad for the loss of life. Happy for a hero who intervened.
Never been this early to an upload from TFC!
It's a great feeling to know that we are seeing some of the best content of RUclips early. This channel is perfection, across the board!
I know when I'm on a plane and it's getting bumpy, I feel much better when I see the slats deploy.
Almost doubles the effective surface area of the wings. Makes a huge difference.
I am repeatedly blown away by the quality of the content you produce. Images and facts. Well done.
⁹
I was in Nairobi, when this accident happened. My dad who worked for Kenya airways took me to the crash site.
Thank you for this well-done reconstruction, and the definitions and explanations were very much appreciated as I don't understand flight jargon. Excellent work!
Hard to imagine that the planes looked like this 50 years ago!
I really love how the people sachay up the stairs while boarding 😃
😂 I also noticed. Like their legs, have come loose from their hips. The guy on the left couldn't seem to reach the stairs
Thanks for pointing that out. No disrespect but I laughed my ass off
Fake people, if course.
@@yourgirlniki5582 - Me too :) Will have to try that next time!
Yes Please
What a nightmare for the pilots when something goes wrong during takeoff, and they can't land the aircraft safely after the plane has entered the V1 speed on the runway! I can only imagine what the passengers were going through during take-off. Horrible crash!
R.I.P to those who died in this crash.
The 2 other incidents didn't result in crashes. Take another look at the video.
Flight engineers I know say the takeoff is the most dangerous part of the flight
The video stated that slats are for increasing angle of attack before stall. That is partly true but not the main purpose. The main purpose for the high lift system (flaps and slats) is to reduce the speed it takes to generate lift for the particular phase of flight that requires it (takeoff and landing). Then it gets out of the way during climb, cruise, and descent for fuel efficiency and maximize speed. If you didn’t have it, runways would be much longer and wheel/brake systems would have to be more robust which adds weight and maintenance costs. Or aircraft could not carry as much cargo/people.
Ex DLH Engineer, there was a litle bit diferent acc. your report, the diference, when the plane left position in NBO Nairobi Airport the crew executed the takeoff list and set flaps acordingly during the beginning of the taxi procedure.
Because of the field elevation, the airplane start to moved fastern and to avoid the high ground speed, captain decided not tonuse brakes, instead, Crew prefered the use of the reversers to decrease taxispeed. That was the reason, for retracting Leanding Slats/Flaps.
When the crew return reverser in Forward Thrust, the take of list was allready done and Flight engineer did not open bleed valves. After they aplícate take off thrust no Take off warning syst sound only the 2 green lights should indícales the ríght T/O configuration. Al 4 Bleed Valves where allraedy closed. The Human factor the light indication sistem and the design error to integrate Leading Slat /flapes in the Take off Warning sistem and an earthwall after some 500 meters from the runwayend contribute to that terrible accident.
I guess if we don't know the whole story we can't draw a complete conclusion.
already watching the vid b4 I got the notification... great job
vid? b4?
Be the best pilot you can be. I had to quit for lack of depth perception. My lady cousin is a pilot ready to retire. Take her job. Good luck.
TFC you made my day! I have been waiting for this video as I was an 11 years old boy when this accident happend. Thanks and greetings from Germany. Rest in peace D-ABYB „Hessen“, pax and crew.
Sorry guys but we cannot trust German companies for flights they are cursed too many problems and accidents i always avoid them not against you but it's not reassuring.
I was born in Giessen. We moved to America 4 November 1974.
TFC? The editor takes considerable effort to explain everything, yet you need to show off your knowledge of terminology.
Yet another great and fact video from TFC!
TFC? The editor takes considerable effort to explain everything, yet you need to show off your knowledge of terminology.
Thank you very much! Liked, subscribed and shared. My absolute favorite RUclips channel by far.
What’s the song name starting from 10:08?
Who loves to binge watch these videos before taking a flight 🥳🤗🛫🛩
Fantastic video. Must have been horrifying for the crew and passengers. So avoidable!!!
Just a little note to say that you’ve incorrectly put Flight “530” in the ending remembrance instead of flight 540.
landing gear up and then stall warning in such a crucial phase like the take off...... must be a true nightmare for the pilots
Unbelievable that there was no alarm indication of this problem in the checking phase of the pre take off inspections.
Remember that this was in the 1970s. A lot has changed in the safety protocols since then.
the 7:38 ‘10 minutes earlier’ thing reminded me of that backwards episode of seinfeld. any RIP
I love your videos! Please, never change the "zombie walk" of the passengers! That somehow adds to the sense of dread and foreboding for what's about to happen!
I remember this accident - it was only three years into my aviation career. Given Nairobi's altitude (over 5000 ft / 1650 metres) there should (imho) have been a visual confirmation that the leading edge slats were deployed.
Hey TheFlightChannel! Great video, I think you should make a video about Lufthansa Flight 181, the story is very interesting and I would think others will as well!
Wow! That was exciting! Imagine the NOISE if you were on the ground, and the shadow of that gigantic 747 as it passed just a few feet above your tower block!
title: Deadly Configuration
me: Let me guess. It was the flaps or slats, wasn't it?
video (near the end): Leading slat valves weren't open.
me: Called it.
Thank you TheFlightChannel.✔✈
Hard to believe anyone survived that crash! During takeoff planes have tons of fuel!!!! Remembering American Airlines Flight 191/ DC-10 crash at O'Hare May 25, 1979! Everyone on board were killed and a number of people on the ground too!
That one flipped over. This one went down as if landing, on it's belly.
@@donnabaardsen5372 yes, quite right! I live in Chicago and remember that crash vividly as I was shuttling crews to and from the airport, while in college then!
The AA flight lost an entire engine off its wing during take off and rolled on its side and crashed that way, breaking apart, and on fire before it ever came to a stop! In a mobile home park!
A bit different from a belly landing on a grass plain.
While every life is precious, only 40 people died with Lufthansa. And I say ONLY!!! because so many more could have perished!!!
With the AA flight 256 or so died. Everyone on board plus a few more in the mobile home park it plowed into.
Finally, it's here! I have requested it a while ago. Thanks!
Just crazy that there was no apparent indication in the cabin.
I don't buy anyone was lying in the cabin,I just don't.
I think the engineer must have set the proper control and the air (pneumatic) simply did'nt get to the part but that there was a light that said it was o.k.
There is another situation about the front slats that was not mentioned.
I don't know if this is possible but here it is.
If the front slots deploy but do not lock in place,if the feed air in the lines fails to produce a satisfactory lock,as the jet runs down the runway and then lifts off ,those front slats will be pushed back into their cruise flight position by the very strong air pressure on the front of the wing and the wing will revert to a unflyable configuration.
Worse yet,the loose unlocked front flaps will act as moving air spoilers killing the lift in the rest of the wing.
Maybe Boeing did'nt want to admit they had a lock issue or air feed issue in the design of the front flaps and fixed it on later jets.
Also,any air actuation system depends on consistent levels of high air pressure in the feed lines to work.
That's a very interesting front flap system,a Kruger type flap.
GREAT Channel,you folks always do very classy workups on just awful events so maybe later others will not have to go through what these people did.
Please keep up the great work.
This Kenyan girl loves your uploads. Keep up the good work❤❤
I thumb up vids like this proving checklists save lives.
WTF are vids?
We appreciate all that you do TFC
TFC? The editor takes considerable effort to explain everything, yet you need to show off your knowledge of terminology.
I love the hard work yo put into these videos. If you don't mind me asking, what flight simulator do you use
i really didn’t understand what the slat things and ground drag mean, but i got the gist of what happened. considering this had occurred twice before, shows something was wrong somewhere. glad they fixed it. thanks. excellently explained and animated.
We need 'the button' at some point, though it might have been too late for this flight. 'The button' would trigger the aircraft's AI system, which would be computing the precise perfect configuration of the aircraft every second, to takeover. Pilots would be reticent to use it as it might well ground them, but it would save lives, especially in IFR conditions.
If only it were that simple.
👀 seeing notification I'm here this is the best flight channel ever👏👏 keep it up
Masterfully produced as always
*Thomas C. Scott was a commercial pilot who was working as part of the cabin crew during this flight and saved a number of souls before the fuselage exploded, it sounds almost like he was working for more than one airline, what was the airline he worked for as an actual flying commercial pilot?* Anyone?
1:41- not everyday you see a passenger dancing up the stairs.
Must have been very happy to leave.
Happy to leave or jelous about flying
@@donaldknowles9640
“J e l o u s”
Seriously? What an illiterate fool.
This is a well documented Video without any "effects". Thank you for that respect to those who died.
I’ve never understood why, when the airplane is teetering on a stall and falling out of the sky, they don’t say screw the calculations and grab a fistful of throttles and push forward. Why hit the ground with only partial power? At that point I figure there’d be little to lose. Running engines at less that max output is understandably beneficial to their longevity, but I think grinding them against the ground is orders of magnitude worse for them in that regard.
Yes you’d think if the captain had firewalled those throttles at the first signs of an approaching stall they may have been able to fly out of ground effect. I guess we’ll never know.
Yeah that's my big question, the plane was only around 50% of its max weight, why couldn't they just give it the grunt? Simple Flight physics you would think...
This report doesn't indicate if power was adjusted to max thrust - - but it's unlikely even max thrust after takeoff would've accelerated the aircraft quickly enough to get above stall speed to fly out of it. Even on the ground, without any of the drag caused by higher angle of attack (which comes at liftoff), the aircraft does not accelerate that quickly. They probably would've needed at least 40 more knots of airspeed to get to the "no slats" flying speed. It's a pretty high threshold to achieve.
@@gjones642 The video stated without the slats the stall speed would have been higher... but it actually would have been lower... correct ?
Pushing the throttle all the way up causes the nose of the plane to rise. In an aerodynamic stall a nose up attitude will cause a further lose of lift and cause the plane to fall faster. This is why in the video it stated that the pilot pushed the nose DOWN when the stick shaker warning activated. Pushing the throttle all the way up is perfectly fine if the plane is at least a few thousand feet in the air because the loss of altitude won't really matter that high up and the plane will still be recoverable.
Love your channel so much ! 🙏🙏🙌🏼🙌🏼🙌🏼
The realism of the flying is AWESOME. Passengers walking up ramps, not so much😀😀😀😀
They seem a little tipsy from the Platinum lounge 🥂 🥂
? did they not apply more power? or would that make it worst
That saying "no accidents only bad planning" certainly applies here. I have a hard time calling this an "accident".
Are you implying they would have taken off knowing the slats were not extended?
@@tensevo no implication there at all. Facts are that this was easily avoided if everyone does their JOB.
The two choices are either:
1. Accident, or
2. Intentional
What else is there? Operator error?
That still is either accidental or intentional!
@@paulortiz2035 this accident proved to be bad planning from lack of preperation.
Every time I see your episode, I get to experience the true ruthlessness of these machines
Not the last time aircraft took off without flaps unfortunately
rly nice vid mate, i especially like u putting a whole lot of effort in remaking and editing real life situations with flight sims and ur information is very accurate too, TYSM.
rly? vid? TYSM? The editor takes considerable effort to explain everything, yet you need to show off your knowledge of terminology.
oh, i am very sorry for that,
i am habitually quite lazy, so i often tend to use text abbreviations, thank you for letting me know though, I'll use formal words to comment on videos like this next time.
My grandfather, my father, and I used to love Boeing, even after the 737 MAX quality issues. But the reality is that outdated user interfaces and single-point catastrophic failure modes have been part of their design philosophy for years.
Catastrophe was Muilenburg not Boeing engineers.
Poorly trained crews also have something to do with it.
@@j777barbasiewicz I had no idea the flawed 737 rudder power control unit, the flawed 757 flight management computer, or the 747 flawed cargo door were designed by Dennis Muilenburg. That guy must be the devil itself!
@@johannesbols57 don't try to defend them. A human-machine interface must be designed to detect, prevent, point out and offer solutions to operator errors. That's no rocket science, is basic Industrial Design.
@@rhr-p7w Plenty of aircraft have been brought down by automation that malfunctioned, or confused the pilots with faulty information. Also, crews develop a lack of 'look and see' habits, while trusting machines to see to details.
Sad ending of this accident. I suggest simulator training on mistakes by crew members and corrective procedures to avoid a fatal crash. Alarm must sound on triangle shaped yellow warning light too. Crews must have a rest period and no more than 8 hours of continuous flight per work day. Thanks for the video.
Absolute shame that faulty design parameters are only discovered after such a tragedy.
Faulty human error could have prevented this. Design is a secondary consideration.
The flight crew paid inadequate attention to their checklists. That's on them. They didn't do the minimum requirement of their job, to pay attention.
@@terrysmith7751 I agree with you. Design is a secondary concern. Human error WAS the cause here.
It would be known but it takes money to fix it, that money is available after a bunch of people die
Don't you think the engineers did their best to build the best they could?
You can not plan for every single possible screw up imaginable. No matter how hard you try, or how long the list of safety features, someone will find a new way to defeat your design.
When buying sod perhaps it should come with instructions to plant the green side up! But no such instructions are ever provided!
Do you really think EVERYONE gets it right!???
I seriously doubt it!
And I bet Home Depot refunds sod purchases that fail to grow, due to 'operator error' or improper installation!
Thanks for the video!
One question: When the buffeting was first felt, could have setting toga power saved the plane?
The 100 series is all steam guages doesn’t have toga, vnav,lnav. Or flch. They should have gone to max thrust as soon as stick shaker activated.
toga? The editor takes considerable effort to explain everything, yet you need to show off your knowledge of terminology.
@@Capecodham >> TOGA is Take-Off, Go-Around.
@@Capecodham Easy there, Skippy...
Unless the master alarm or another alert was given, one would think so. Saving a few gallons of gas vs a whole flight seems prudent.
I know many people died in this crash, but it's pretty amazing there were that many people that survived.
I knew one day this crash would come on the channel
Lower power was also instituted to cut back on noise going over residential districts. I always thought that was nuts. Many airports are now at a distance from cities
Ah, here's the problem, you left the "turn this on to not crash" switch set to off.
This is the best channel ever! ❤
I had to find out if Thomas Scott survived after the plane blew up. Did some digging and he did survive and saved many passengers before the explosion. Also read that after the plane crashed some people in a village close by came over and stole personal items from the dead. Security finally showed up and secured the area.
Some points of technical correction on this very good and otherwise accurate depiction of the first fatal crash of a Boeing 747 aircraft in Nairobi in 1974.
I work with the consulting engineers in Nairobi who designed and supervised the construction, first of Nairobi Embakasi Airport in 1958, and then the newer JKIA facility opened in 1978 on the opposite side of the expanded runway complex. I was one of the first passengers to use the then new International Arrival/Departure terminal in June 1978 while construction was still in its final stages.
Here are the two technical inaccuracies I noticed in the video:
Kenya Airways was established in January 1977 following the breakup of the East African Community and the subsequent disbanding of the jointly owned East African Airways. Thus, the logo on the Lufthansa aircraft access gangways and airport tow tugs should have been that of East African Airways and not Kenya Airways as shown. Kenya Airways did not exist at the time of the 1974 crash. Also, some Kenya Airways aircraft are shown on the apron during the Lufthansa takeoff run - should have been EAA aircraft.
Similarly, all the airport infrastructure (terminals, aprons, control tower, etc.) shown are those of the JKIA facility which did not exist in 1974.
Additionally most aircraft takeoffs are from runway 06 due to the direction of the prevailing winds on the Athi Plains where the airport is located. Yet, given the choice by ATC the pilot chose to take off using runway 24(!)
How do you live with yourself knowing that you are DIRECTLY responsible for the error that killed 59 people? You are a highly trained, well paid professional that failed miserably to do the very thing you are on board to do. This is the most irritating of reasons...pure and simple human error that should NEVER have happened.
I will give you a hint.
Because we are all HUMAN ?
All humans make mistakes. Most mistakes do not lead to fatalities, but in this case it did. I am sure that the flight engineer did not intend to make the mistake because beyond morality, he was on the flight and his life could have ended. However, upon making a mistake, the only thing that you can do is to learn from the mistake to make it less likely to occur in the future.
As for how he lived with himself, what was the alternative? Should he have committed suicide? If he killed himself, what would that have solved? It would just have been one more needless death.
@@Eternal_Tech well do you suppose that's why only the most talented in our society should attempt to become these trusted cabin crew members????? I certainly don't want the guy who is dropping the can goods stocking them at my local Kroger store to be calling the shots. WE SHOULD EXPECT MORE FROM HIGHLY TRAINED PROFESSIONALS.
@@jaimhaas5170 This flight engineer did his job for decades probably without incident. Therefore, this proves that he was highly knowledgeable, competent, and talented. However, even "highly trained professionals" can make mistakes, due to fatigue, distraction, illness (even something as minor as the common cold), worry, or a myriad of other emotional reasons.
Expecting humans, or even machines, to have a 100% success rate 100% of the time is probably not realistic. If you could examine this flight engineer's entire career to determine all of the things that he did right versus all of the things that he did wrong, he would probably have an approximate 99.99% success rate.
@@Eternal_Tech your logic is sound. I agree with all you say. We NEED that person to be at their best. We need 100 percent.
What is the lovely piece of haunting violin music that you play at the end of your videos?
Fun fact: the push cars and ramps would have read East African Airlines back in '74. Kenya Airways was founded in' 77 after the dissolution of east African.
Should the airport layout have been Embakazi rather than Jomo Kenyatta? I don't know - I was there quite frequently during the 60s but not since 1972.
I recall seeing, sometime in the 60s, some ruts in the Nairobi game park that were (allegedly) caused by a 707 doing a 'bounce and blow' short of the runway.
Embakasi yes you are right
I am always surprised to see a plane crash because a very experienced pilot makes a fundamental mistake.
It's not a little frustrating that people have to literally die before an aircraft manufacturer will make the changes.
hi They call me tundra boy!
I guess no one asks where you are from? (I couldn't resist) 😁
Fuck, once in 1997 , I took off from that old Jomo Kenyatta Nairobi airrport with a tire removed from our C-5. We couldnt retract the gear so we flew out nonstandard configuration to Diego Garcia. We ended up circumnavigating the globe on that mission.
Wow I loved that one. Great Job! OK so this was the first crash of the 747 thanks for letting us know Its amazing that so many 747 were lost over the years. However the A380 A350 and my favorite plane the 787 are all still intact I believe
Well sorry but my favorite plane is the AN-225 But since it got destroyed you know I like the AN-125 now. Because it looks like the Mrya.But for Boeing Aircraft it's the 747 All variant but 8 because 8 is to modern. But I do like the 787 so I do agree.
Brilliant Channel.... Videos are very well made 👏👏👏👍
Does anyone else think those ‘push vehicles’ look like race cars? I keep expecting them to push the planes back, then start trying to race the plane at takeoff! 😁
Something I don't understand is the potential hazard of having humans attach the push back vehicles to the aircraft, then walk to the front of the aircraft and signal that they're done. They're supposed to wear high viz vests but I've seen them walking around LAX without them. It just seems crazy that somebody hasn't been run over due to not being seen, esp. from the flight deck of a 747.
They might have had a prayer at a near-sea-level airport.
But Nairobi is over 5000 feet high (1600+ meters) so they needed every bit of lift they could get.
I'm a bit amazed they only used 10 degrees of flap.
Long written version of this incident says the F/E has to power up the pneumatic system to extend the slats before the slat lever is pulled. and then put it back into neutral after they are extended, so his panel looked normal at takeoff. The warning lights reflect the position of the slat lever, period. No slats had happened a few times before at Lufthansa, but Nairobi is a high altitude airport and here it couldn't stagger into the air despite no slats. Boeing fixed this so it couldn't repeat. Pan Am lost a 747 at Cairo September 1970. Hijackers blew it up after letting passengers off the plane.
I hadn't flown the -100 series, but on the -200 and -300 series I've never heard of nor seen a separate "slat lever" - the slats are deployed in conjunction with the Flaps lever.
@@miaflyer2376 The review I read of the incident fumed that the initial official cause was NOT merely the pilots forgetting to extend the slats. This review stressed the F/E's involvement and the fact that the pilots adjusted the slat lever (which was, as you say, the flap lever) to the takeoff position. I can't find this review now, but isn't there also a separate indicator telling the pilots the degree of flap extension? And they would assume the slats were extended looking at this flap display? And Boeing later added instrumentation showing actual position of the slats? Early -200s would follow the -100s. This review I read only went so far with details and the non-pilot reader has to assume the rest.
I just found this channel and I truly love it!! This is why I'm so deathly afraid to fly. I was just old enough to understand during 9/11 and have only flown once on a plane. Never again.
40 years ago I discovered my fear of flying - never again would I fly!!! - 36 flightless years later and having worked a couple of years assisting servicing mechs at KLM I had no choice but to fasten my seat belt and venture into the big blue again ... I loved it!!! Check out Mentour Pilot on here. A real life 737 pilot who takes the time to explain things, you'll soon come to realise flying is a lot safer than you think
ruclips.net/user/MentourPilotaviation
Thanks, great informative video, as always.
Sad ending, human error, but better engineering may have helped.
Well done the Pilot working as cabin crew.
the people boarding the plane have some swagger in their walk man...
They're not real. Computer generated.
@@donnabaardsen5372 True, but he and others do similar videos and you don't see this on every sim creation...it is odd. I remember one video where one of the ground crew working on push back was walking to go into the tug and he had an actual LIMP as he walked!
Here earlier than usual!
Oh and by the way young man, WONDERFULLY done!
What happened to the takeoff warning system?
Yes, take-off configuration alarms, should not allow them to take-off in the wrong config.
This was the 1970's!
As in 20 years after the first commercial jet planes started to fly!
It takes a while!
And for that matter look at the recent MAX 800.
How did that ever occur, at this point???
This incident occured (nearly) 50 years ago!!!